Airflow control devices based on active materials

ABSTRACT

An airflow control device comprises a body and an active material in operative communication with the body. The active material, such as shape memory material, is operative to change at least one attribute in response to an activation signal. The active material can change its shape, dimensions and/or stiffness producing a change in at least one feature of the airflow control device such as shape, dimension, location, orientation, and/or stiffness to control vehicle airflow to better suit changes in driving conditions such as weather, ground clearance and speed, while reducing maintenance and the level of failure modes. As such, the device reduces vehicle damage due to inadequate ground clearance, while increasing vehicle stability and fuel economy. An activation device, controller and sensors may be employed to further control the change in at least one feature of the airflow control device such as shape, dimension, location, orientation, and/or stiffness of the device. A method for controlling vehicle airflow selectively introduces an activation signal to initiate a change of at least one feature of the device that can be reversed upon discontinuation of the activation signal.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application relates to, and claims priority to, U.S. Provisional Application Ser. No. 60/526,785, filed on Dec. 4, 2003, incorporated herein in its entirety.

BACKGROUND

The present disclosure relates to devices for controlling vehicle airflow and, more particularly, to devices for controlling vehicle airflow which can be adjusted through changes in active materials in response to varying conditions, the adjustment being affected through shape, dimension, and/or stiffness changes in the active material.

Airflow over, under, around, and/or through a vehicle can affect many aspects of vehicle performance including vehicle drag, vehicle lift and down force, and cooling/heat exchange for a vehicle powertrain and air conditioning systems. Reductions in vehicle drag improve fuel economy. Vehicle lift and downforce can affect vehicle stability and handling. As used herein, the term “airflow” refers to the motion of air around and through parts of a vehicle relative to either the exterior surface of the vehicle or surfaces of elements of the vehicle along which exterior airflow can be directed such as surfaces in the engine compartment. The term “drag” refers to the resistance caused by friction in a direction opposite that of the motion of the center of gravity for a moving body in a fluid. The term “lift” as used herein refers to the component of the total force due to airflow relative to a vehicle acting on the vehicle in a vertically upward direction. The term “downforce” used herein refers to the component of total force due to airflow relative to the vehicle acting on a vehicle in a vertically downward direction.

Devices known in the art of vehicle manufacture to control airflow relative to a vehicle are generally of a predetermined, non-adjustable geometry, location, orientation and stiffness. Such devices generally do not adapt as driving conditions change, thus the airflow relative to the vehicle cannot be adjusted to better suit the changing driving conditions. Additionally, current under-vehicle airflow control devices can reduce ground clearance. Vehicle designers are faced with the challenge of controlling the airflow while maintaining sufficient ground clearance to avoid contact with and damage by parking ramps, parking blocks, potholes, curbs and the like. Further, inclement weather, such as deep snow slush or rainfall, can damage the device and/or impair vehicle handing.

Current stationary airflow control devices may be adjustable by mounting and/or connecting the devices to hydraulic, mechanical, electrical actuators and/or the like. For example, some vehicle spoilers may adjust location and/or orientation in response to an actuator signal. However, such actuators generally require additional components such as pistons, motors, solenoids and/or like mechanisms for activation, which increase the complexity of the device often resulting in increased failure modes, maintenance, and manufacturing costs. Therefore, there exists a need for an adjustable device for controlling vehicle airflow under varying driving conditions that enhances device simplicity while reducing device problems and the number of failure modes.

BRIEF SUMMARY

Disclosed herein is an airflow control device for a vehicle, i.e. air deflector. The air deflector comprises a body portion having at least one surface, and an active material in operative communication with the at least one surface, the active material being operative to change at least one attribute in response to an activation signal, wherein an airflow across the air deflector changes with the change in the at least one attribute of the active material.

Also disclosed is a system for controlling vehicle airflow comprising a stationary surface of a vehicle; and an air deflector fixedly attached to the stationary surface, the air deflector comprising an air deflecting body having at least one surface, an active material in operative communication with the at least one surface, the active material being operative to change a feature of the deflecting body in response to an activation signal, and an activation device in functional communication with the active material, the activation device being operable to selectively provide the activation signal, the activation signal initiates a change in at least one attribute of the active material, wherein the change in at least one attribute of the active material changes a feature of the air deflecting body.

A method for controlling vehicle airflow is also disclosed positioning an airflow controlling device on a stationary surface of the vehicle, the airflow controlling device comprising a body having at least one surface, and an active material in operative communication with the at least one surface, the active material being operative to change a at least one attribute in response to an activation signal; selectively introducing the activation signal upon meeting and/or exceeding a predetermined vehicle condition; and changing the at least one attribute of the active material from a first at least one attribute to a second at least one attribute.

In another embodiment, an air deflector for a vehicle comprises a diverter fixedly attached to the mandrel and positioned in an airflow, wherein the mandrel is rotatably mounted to a stationary surface; and an active material in operative communication with the mandrel, the active material being operative to change at least one attribute in response to an activation signal, wherein an airflow across the diverter changes with the change in the at least one attribute of the active material.

In another embodiment, an air deflector for a vehicle comprises a stationary body; a flap pivotably attached to the stationary body; a tab attached to the flap comprising a free end that is adapted to lockingly fit with a recessed portion of a second body, wherein the tab is formed of an active material operative to change at least one attribute in response to an activation signal, wherein a position of the flap changes with the change in the at least one attribute of the active material; and a counterbalance spring in operative communication with the flap to maintain the flap in the recessed portion of the second body until the change in at least one attribute of the active material.

The above described and other features are exemplified by the following figures and detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the figures, which are meant to be exemplary embodiments, and wherein the like elements are numbered alike:

FIG. 1 is a perspective view of an airflow control device in accordance with the present disclosure;

FIGS. 2 a and 2 b are perspective views of an airflow control device having an active material on a surface in accordance with the present disclosure;

FIG. 3 a is a perspective view of an airflow control device having active material embedded within a surface of the body in accordance with an embodiment of the present disclosure;

FIG. 3 b is a perspective view of an airflow device having active material embedded within the body in accordance with an embodiment of the present disclosure;

FIG. 4 is a perspective view of an airflow control device wherein an active material is connected externally to the surface of the airflow control device in accordance with an embodiment of the present disclosure;

FIG. 5 is a perspective view of an airflow control device wherein an active material is connected externally to the surface of the airflow control device in accordance with an embodiment of the present disclosure;

FIG. 6 shows an end on view of a tube employed in the airflow device of FIG. 5;

FIG. 7 shows an end on view of a torsion spring formed of the active material for use in an airflow device in accordance with another embodiment;

FIG. 8 depicts an airflow control device in accordance with another embodiment;

FIG. 9 depicts an airflow control device in accordance with another embodiment;

FIG. 10 depicts an airflow control device in accordance with another embodiment; and

FIG. 11 depicts an airflow control device in accordance with another embodiment.

DETAILED DESCRIPTION

The present disclosure provides an airflow control device for a vehicle, wherein the airflow control device is capable of reversibly changing shape, dimension, orientation, location and/or stiffness, the change being effected through the activation of an active material, allowing the airflow control device to adapt to varying driving conditions. Employing the active materials as described herein advantageously provides an actuation mechanism that is lightweight, inherently robust, and lower in complexity than prior external actuation means. Moreover, the airflow control devices described herein are also of low cost and of easily adaptable design that may be integrated with limited changes to the existing structure. As used herein the term “vehicles” includes any structure subject to airflow including, but not intended to be limited to, automobiles, over the highway tractors, boats, motorcycles, airplanes, bobsleds, spaceship, and the like.

As shown in FIG. 1, an airflow control device for a vehicle (also referred to herein as an air deflector), generally indicated as reference numeral 10, comprises a body portion 12 having at least one surface 13, 14, 15 and an active material 16 in operative communication with at least one surface 13, 14, 15 and/or the body 12, the active material 16 having a first at least one attribute that is operative to change in response to an activation signal to the active material 16. An attribute of the active material 16, and changes thereof, refer to characteristics of the active material 16 such as, but not limited to, shape, dimension, stiffness, combinations thereof, and the like. The changes in at least one attribute of the active material 16 affect various features of the airflow device 10 such as, but not limited to, shape, dimension, location, orientation, stiffness, combinations thereof, and/or the like, resulting in a change in the airflow across the device 10. In this manner, the device 10 is adjustable and airflow across the device 10 changes with the change in at least one attribute of the active material 16 under varying driving conditions.

Using an automobile as an example, the airflow control device 10 may be of any of a variety of configurations, including but not limited to, air dams; fender flares; side skirt cribs; cabs; rear and tailgate spoilers; louvers for controlling airflow through radiator, other heat exchangers, the engine compartment, over the drive train and transmission; and air and wind deflectors for roof tops, sunroofs, vent windows; and like configurations. An exemplary air dam comprises a projection of the body shell underneath the front of the chassis of a vehicle and functions to reduce the amount of air turbulence and drag underneath the vehicle, as well as channels cooling air to the radiator. Further, many airflow control devices, and air deflectors in particular, improve vehicle stability and increase gas mileage. For example, at low speeds the air dam can be actively positioned so that additional ground clearance is provided, such as may be desired to clear speed bumps, provide curb clearance for parking, and the like. At higher speeds, the air dam can be actively positioned to divert the incoming airflow into the cooling system, or divert air about the vehicle to improve aerodynamics, improve vehicle stability, increase gas mileage, and the like. It will be understood that the device 10 may be a portion of a vehicle louver system and/or an independent component of the vehicle.

The body 12 (also referred to herein as an air deflecting body) may be any of a variety of materials and configurations that enable the airflow device 10 to function, and may further comprise at least one surface 13, 14, or 15. In one embodiment, the body 12 is comprised of a flexible material that exhibits adequate flexibility to operate as an adjustable airflow control device as the active material 16 changes at least one attribute. In an additional embodiment, the body 12 may comprise one or more active material 16. The active material 16 may change at least one attribute in response to an activation signal, and revert back to the original state of the at least one attribute upon discontinuation of the activation signal, or, for the classes of active materials that do not automatically revert upon discontinuation of the activation signal, alternative means can be employed to revert the active materials to their original state as will be discussed in detail herein. In this manner, the airflow control device 10 functions to adjust to changing driving conditions while increasing device simplicity and reducing the number of failure modes.

Active material 16 includes those compositions that can exhibit a change in stiffness properties, shape and/or dimensions in response to the activation signal, which can take the type for different active materials 16, of electrical, magnetic, thermal and like fields. Preferred active materials 16 include but are not limited to the class of shape memory materials, and combinations thereof. Shape memory materials generally refer to materials or compositions that have the ability to remember their original at least one attribute such as shape, which can subsequently be recalled by applying an external stimulus, as will be discussed in detail herein. As such, deformation from the original shape is a temporary condition. In this manner, shape memory materials can change to the trained shape in response to an activation signal. Exemplary active materials include shape memory alloys (SMA), shape memory polymers (SMP), electroactive polymers (EAP), ferromagnetic SMAs, electrorheological fluids (ER), magnetorheological fluids (MR), dielectric elastomers, ionic polymer metal composites (IPMC), piezoelectric polymers, piezoelectric ceramics, various combinations of the foregoing materials, and the like.

Shape memory alloys (SMA's) generally refer to a group of metallic materials that demonstrate the ability to return to some previously defined shape or size when subjected to an appropriate thermal stimulus. Shape memory alloys are capable of undergoing phase transitions in which their yield strength, stiffness, dimension and/or shape are altered as a function of temperature. The term “yield strength” refers to the stress at which a material exhibits a specified deviation from proportionality of stress and strain. Generally, in the low temperature, or martensite phase, shape memory alloys can be plastically deformed and upon exposure to some higher temperature will transform to an austenite phase, or parent phase, returning to their shape prior to the deformation. Materials that exhibit this shape memory effect only upon heating are referred to as having one-way shape memory. Those materials that also exhibit shape memory upon re-cooling are referred to as having two-way shape memory behavior.

Shape memory alloys exist in several different temperature-dependent phases. The most commonly utilized of these phases are the so-called martensite and austenite phases discussed above. In the following discussion, the martensite phase generally refers to the more deformable, lower temperature phase whereas the austenite phase generally refers to the more rigid, higher temperature phase. When the shape memory alloy is in the martensite phase and is heated, it begins to change into the austenite phase. The temperature at which this phenomenon starts is often referred to as austenite start temperature (As). The temperature at which this phenomenon is complete is called the austenite finish temperature (Af). When the shape memory alloy is in the austenite phase and is cooled, it begins to change into the martensite phase, and the temperature at which this phenomenon starts is referred to as the martensite start temperature (Ms). The temperature at which austenite finishes transforming to martensite is called the martensite finish temperature (Mf). Generally, the shape memory alloys are softer and more easily deformable in their martensitic phase and are harder, stiffer, and/or more rigid in the austenitic phase. In view of the foregoing, a suitable activation signal for use with shape memory alloys is a thermal activation signal having a magnitude to cause transformations between the martensite and austenite phases.

Shape memory alloys can exhibit a one-way shape memory effect, an intrinsic two-way effect, or an extrinsic two-way shape memory effect depending on the alloy composition and processing history. Annealed shape memory alloys typically only exhibit the one-way shape memory effect. Sufficient heating subsequent to low-temperature deformation of the shape memory material will induce the martensite to austenite type transition, and the material will recover the original, annealed shape. Hence, one-way shape memory effects are only observed upon heating. Active materials comprising shape memory alloy compositions that exhibit one-way memory effects do not automatically reform, and will likely require an external mechanical force to reform the shape that was previously suitable for airflow control.

Intrinsic and extrinsic two-way shape memory materials are characterized by a shape transition both upon heating from the martensite phase to the austenite phase, as well as an additional shape transition upon cooling from the austenite phase back to the martensite phase. Active materials 16 that exhibit an intrinsic shape memory effect are fabricated from a shape memory alloy composition that will cause the active materials 16 to automatically reform themselves as a result of the above noted phase transformations. Intrinsic two-way shape memory behavior must be induced in the shape memory material through processing. Such procedures include extreme deformation of the material while in the martensite phase, heating-cooling under constraint or load, or surface modification such as laser annealing, polishing, or shot-peening. Once the material has been trained to exhibit the two-way shape memory effect, the shape change between the low and high temperature states is generally reversible and persists through a high number of thermal cycles. In contrast, active materials 16 that exhibit the extrinsic two-way shape memory effects are composite or multi-component materials that combine a shape memory alloy composition that exhibits a one-way effect with another element that provides a restoring force to reform the original shape.

The temperature at which the shape memory alloy remembers its high temperature form when heated can be adjusted by slight changes in the composition of the alloy and through heat treatment. In nickel-titanium shape memory alloys, for instance, it can be changed from above about 100° C. to below about −1001C. The shape recovery process occurs over a range of just a few degrees and the start or finish of the transformation can be controlled to within a degree or two depending on the desired application and alloy composition. The mechanical properties of the shape memory alloy vary greatly over the temperature range spanning their transformation, typically providing the airflow control devices with shape memory effects, superelastic effects, and high damping capacity.

Suitable shape memory alloy materials include, without limitation, nickel-titanium based alloys, indium-titanium based alloys, nickel-aluminum based alloys, nickel-gallium based alloys, copper based alloys (e.g., copper-zinc alloys, copper-aluminum alloys, copper-gold, and copper-tin alloys), gold-cadmium based alloys, silver-cadmium based alloys, indium-cadmium based alloys, manganese-copper based alloys, iron-platinum based alloys, iron-platinum based alloys, iron-palladium based alloys, and the like. The alloys can be binary, ternary, or any higher order so long as the alloy composition exhibits a shape memory effect, e.g., change in shape orientation, damping capacity, and the like. For example, a nickel-titanium based alloy is commercially available under the trademark NITINOL from Shape Memory Applications, Inc.

Shape memory polymers (SMP's) are known in the art and generally refer to a group of polymeric materials that demonstrate the ability to return to some previously defined shape when subjected to an appropriate thermal stimulus. Shape memory polymers are capable of undergoing phase transitions in which their shape is altered as a function of temperature. Generally, SMP's have two main segments, a hard segment and a soft segment. The previously defined or permanent shape can be set by melting or processing the polymer at a temperature higher than the highest thermal transition followed by cooling below that thermal transition temperature. The highest thermal transition is usually the glass transition temperature (Tg) or melting point of the hard segment. A temporary shape can be set by heating the material to a temperature higher than the Tg or the transition temperature of the soft segment, but lower than the Tg or melting point of the hard segment. The temporary shape is set while processing the material at the transition temperature of the soft segment followed by cooling to fix the shape. The material can be reverted back to the permanent shape by heating the material above the transition temperature of the soft segment.

As an alternative, some shape memory polymer compositions can be prepared having a “two-way” effect. These systems consist of at least two polymer components. For example, one component could be a first cross-linked polymer while the other component is a different cross-linked polymer. The components are combined by layer techniques, or are interpenetrating networks, wherein two components are cross-linked but not to each other. By changing the temperature, the shape memory polymer changes its shape in the direction of the first permanent shape or the second permanent shape. Each of the permanent shapes belongs to one component of the shape memory polymer. The two permanent shapes are always in equilibrium between both shapes. The temperature dependence of the shape is caused by the fact that the mechanical properties of one component (“component A”) are almost independent from the temperature in the temperature interval of interest. The mechanical properties of the other component (“component B”) depend on the temperature. In one embodiment, component B becomes stronger at low temperatures compared to component A, while component A is stronger at high temperatures and determines the actual shape. A two-way memory device can be prepared by setting the permanent shape of component A (“first permanent shape”); deforming the device into the permanent shape of component B (“second permanent shape”); and fixing the permanent shape of component B while applying a stress to the component.

In a preferred embodiment, the permanent shape of the active material 16 is a substantially straightened shape and the temporary shape of the active material 16 is a curved shape (see FIGS. 2 a-2 b). In another embodiment, the shape memory polymer comprises two permanent shapes. In the first permanent shape the active materials 16 are in a substantially straightened shape and in the second permanent shape, the active materials 16 are in a curved shape.

The temperature needed for permanent shape recovery can be set at any temperature between about −63° C. and about 120° C. or above. Engineering the composition and structure of the polymer itself can allow for the choice of a particular temperature for a desired application. A preferred temperature for shape recovery is greater than or equal to about −30° C., more preferably greater than or equal to about 0° C., and most preferably a temperature greater than or equal to about 50° C. Also, a preferred temperature for shape recovery is less than or equal to about 120° C., and most preferably less than or equal to about 120° C. and greater than or equal to about 80° C.

Suitable shape memory polymers include thermoplastics, thermosets, interpenetrating networks, semi-interpenetrating networks, or mixed networks. The polymers can be a single polymer or a blend of polymers. The polymers can be linear or branched thermoplastic elastomers with side chains or dendritic structural elements. Suitable polymer components to form a shape memory polymer include, but are not limited to, polyphosphazenes, poly(vinyl alcohols), polyamides, polyester amides, poly(amino acid)s, polyanhydrides, polycarbonates, polyacrylates, polyalkylenes, polyacrylamides, polyalkylene glycols, polyalkylene oxides, polyalkylene terephthalates, polyortho esters, polyvinyl ethers, polyvinyl esters, polyvinyl halides, polyesters, polylactides, polyglycolides, polysiloxanes, polyurethanes, polyethers, polyether amides, polyether esters, and copolymers thereof. Examples of suitable polyacrylates include poly(methyl methacrylate), poly(ethyl methacrylate), ply(butyl methacrylate), poly(isobutyl methacrylate), poly(hexyl methacrylate), poly(isodecyl methacrylate), poly(lauryl methacrylate), poly(phenyl methacrylate), poly(methyl acrylate), poly(isopropyl acrylate), poly(isobutyl acrylate) and poly(octadecyl acrylate). Examples of other suitable polymers include polystyrene, polypropylene, polyvinyl phenyl, polyvinylpyrrolidone, chlorinated polybutylene, poly(octadecyl vinyl ether) ethylene vinyl acetate, polyethylene, poly(ethylene oxide)-poly(ethylene terephthalate), polyethylene/nylon (graft copolymer), polycaprolactones-polyamide (block copolymer), poly(caprolactone) dimethacrylate-n-butyl acrylate, poly(norbornyl-polyhedral oligomeric silsequioxane), polyvinylchloride, urethane/butadiene copolymers, polyurethane block copolymers, styrene-butadiene-styrene block copolymers, and the like.

The active material 16 may also comprise an electroactive polymer such as ionic polymer metal composites, conductive polymers, piezoelectric material and the like. As used herein, the term “piezoelectric” is used to describe a material that mechanically deforms when a voltage potential is applied, or conversely, generates an electrical charge when mechanically deformed.

Suitable MR elastomer materials include, but are not intended to be limited to, an elastic polymer matrix comprising a suspension of ferromagnetic or paramagnetic particles, wherein the particles are described above. Suitable polymer matrices include, but are not limited to, poly-alpha-olefins, natural rubber, silicone, polybutadiene, polyethylene, polyisoprene, and the like.

Electroactive polymers include those polymeric materials that exhibit piezoelectric, pyroelectric, or electrostrictive properties in response to electrical or mechanical fields. The materials generally employ the use of compliant electrodes that enable polymer films to expand or contract in the in-plane directions in response to applied electric fields or mechanical stresses. An example of an electrostrictive-grafted elastomer with a piezoelectric poly(vinylidene fluoride-trifluoro-ethylene) copolymer. This combination has the ability to produce a varied amount of ferroelectric-electrostrictive molecular composite systems. These may be operated as a piezoelectric sensor or even an electrostrictive actuator.

Materials suitable for use as an electroactive polymer may include any substantially insulating polymer or rubber (or combination thereof) that deforms in response to an electrostatic force or whose deformation results in a change in electric field. Exemplary materials suitable for use as a pre-strained polymer include silicone elastomers, acrylic elastomers, polyurethanes, thermoplastic elastomers, copolymers comprising PVDF, pressure-sensitive adhesives, fluoroelastomers, polymers comprising silicone and acrylic moieties, and the like. Polymers comprising silicone and acrylic moieties may include copolymers comprising silicone and acrylic moieties, polymer blends comprising a silicone elastomer and an acrylic elastomer, for example.

Materials used as an electroactive polymer may be selected based on one or more material properties such as a high electrical breakdown strength, a low modulus of elasticity (for large or small deformations), a high dielectric constant, and the like. In one embodiment, the polymer is selected such that is has an elastic modulus at most about 100 MPa. In another embodiment, the polymer is selected such that is has a maximum actuation pressure between about 0.05 MPa and about 10 MPa, and preferably between about 0.3 MPa and about 3 MPa. In another embodiment, the polymer is selected such that is has a dielectric constant between about 2 and about 20, and preferably between about 2.5 and about 12. The present disclosure is not intended to be limited to these ranges. Ideally, materials with a higher dielectric constant than the ranges given above would be desirable if the materials had both a high dielectric constant and a high dielectric strength. In many cases, electroactive polymers may be fabricated and implemented as thin films. Thicknesses suitable for these thin films may be below 50 micrometers.

As electroactive polymers may deflect at high strains, electrodes attached to the polymers should also deflect without compromising mechanical or electrical performance. Generally, electrodes suitable for use may be of any shape and material provided that they are able to supply a suitable voltage to, or receive a suitable voltage from, an electroactive polymer. The voltage may be either constant or varying over time. In one embodiment, the electrodes adhere to a surface of the polymer. Electrodes adhering to the polymer are preferably compliant and conform to the changing shape of the polymer. Correspondingly, the present disclosure may include compliant electrodes that conform to the shape of an electroactive polymer to which they are attached. The electrodes may be only applied to a portion of an electroactive polymer and define an active area according to their geometry. Various types of electrodes suitable for use with the present disclosure include structured electrodes comprising metal traces and charge distribution layers, textured electrodes comprising varying out of plane dimensions, conductive greases such as carbon greases or silver greases, colloidal suspensions, high aspect ratio conductive materials such as carbon fibrils and carbon nanotubes, and mixtures of ionically conductive materials.

Materials used for electrodes of the present disclosure may vary. Suitable materials used in an electrode may include graphite, carbon black, colloidal suspensions, thin metals including silver and gold, silver filled and carbon filled gels and polymers, and ionically or electronically conductive polymers. It is understood that certain electrode materials may work well with particular polymers and may not work as well for others. By way of example, carbon fibrils work well with acrylic elastomer polymers while not as well with silicone polymers.

The active material may also comprise a piezoelectric material. Also, in certain embodiments, the piezoelectric material may be configured as an actuator for providing rapid deployment. As used herein, the term “piezoelectric.” is used to describe a material that mechanically deforms (changes shape) when a voltage potential is applied, or conversely, generates an electrical charge when mechanically deformed. Preferably, a piezoelectric material is disposed on strips of a flexible metal or ceramic sheet. The strips can be unimorph or bimorph. Preferably, the strips are bimorph, because bimorphs generally exhibit more displacement than unimorphs.

One type of unimorph is a structure composed of a single piezoelectric element externally bonded to a flexible metal foil or strip, which is stimulated by the piezoelectric element when activated with a changing voltage and results in an axial buckling or deflection as it opposes the movement of the piezoelectric element. The actuator movement for a unimorph can be by contraction or expansion. Unimorphs can exhibit a strain of as high as about 10%, but generally can only sustain low loads relative to the overall dimensions of the unimorph structure. A commercial example of a pre-stressed unimorph is referred to as “THUNDER”, which is an acronym for THin layer composite UNimorph ferroelectric Driver and sEnsoR. THUNDER is a composite structure constructed with a piezoelectric ceramic layer (for example, lead zirconate titanate), which is electroplated on its two major faces. A metal pre-stress layer is adhered to the electroplated surface on at least one side of the ceramic layer by an adhesive layer (for example, “LaRC-SI®” developed by the National Aeronautics and Space Administration (NASA)). During manufacture of a THUNDER actuator, the ceramic layer, the adhesive layer, and the first pre-stress layer are simultaneously heated to a temperature above the melting point of the adhesive, and then subsequently allowed to cool, thereby re-solidifying and setting the adhesive layer. During the cooling process the ceramic layer becomes strained, due to the higher coefficients of thermal contraction of the metal pre-stress layer and the adhesive layer than of the ceramic layer. Also, due to the greater thermal contraction of the laminate materials than the ceramic layer, the ceramic layer deforms into an arcuate shape having a generally concave face.

In contrast to the unimorph piezoelectric device, a bimorph device includes an intermediate flexible metal foil sandwiched between two piezoelectric elements. Bimorphs exhibit more displacement than unimorphs because under the applied voltage one ceramic element will contract while the other expands. Bimorphs can exhibit strains up to about 20%, but similar to unimorphs, generally cannot sustain high loads relative to the overall dimensions of the unimorph structure.

An exemplary piezoelectric device suitable for use in the present disclosure is an ultrasonic motor. The motor employs piezoelectric members to create high frequency vibrations, which can be used to provide a ratcheting effect to drive a load, e.g., a traveling wave motor. Commercially available traveling wave motors typically comprise a ring shaped stator formed from of a high friction structural component such as steel or aluminum. A rotor component is composed of a piezoelectric disk laminated to a metal ring. Typical operation of this device is the excitation of traveling vibration wave modes in the rotor, which is then converted to motion via a stick-slip type friction movement. These motors have advantages over traditional electromagnetic motors in that they provide high torque at low revolution rate, and possess high energy density. In addition, because the drive mechanism is ultrasonic (above human hearing range), the motor operates silently.

Suitable piezoelectric materials include inorganic compounds, organic compounds, and metals. With regard to organic materials, all of the polymeric materials with non-centrosymmetric structure and large dipole moment group(s) on the main chain or on the side-chain, or on both chains within the molecules, can be used as candidates for the piezoelectric film. Examples of suitable polymers include, for example, but are not limited to, poly(sodium 4-styrenesulfonate) (“PSS”), poly S-119 (poly(vinylamine)backbone azo chromophore), and their derivatives; polyfluorocarbons, including polyvinylidene fluoride (“PVDF”), its co-polymer vinylidene fluoride (“VDF”), trifluoroethylene (TrFE), and their derivatives; polychlorocarbons, including poly(vinyl chloride) (“PVC”), polyvinylidene chloride (“PVC2”), and their derivatives; polyacrylonitriles (“PAN”), and their derivatives; polycarboxylic acids, including poly(methacrylic acid (“PMA”), and their derivatives; polyureas, and their derivatives; polyurethanes (“PUE”), and their derivatives; bio-polymer molecules such as poly-L-lactic acids and their derivatives, and membrane proteins, as well as phosphate bio-molecules; polyanilines and their derivatives, and all of the derivatives of tetramines; polyimides, including Kapton molecules and polyetherimide (“PEI”), and their derivatives; all of the membrane polymers; poly(N-vinyl pyrrolidone) (“PVP”) homopolymer, and its derivatives, and random PVP-co-vinyl acetate (“PVAc”) copolymers; and all of the aromatic polymers with dipole moment groups in the main-chain or side-chains, or in both the main-chain and the side-chains, and mixtures thereof.

Further, piezoelectric materials can include Pt, Pd, Ni, Ti, Cr, Fe, Ag, Au, Cu, and metal alloys and mixtures thereof. These piezoelectric materials can also include, for example, metal oxide such as SiO₂, Al₂O₃, ZrO₂, TiO₂, SrTiO₃, PbTiO₃, BaTiO₃, FeO₃, Fe₃O₄, ZnO, and mixtures thereof; and Group VIA and IIB compounds, such as CdSe, CdS, GaAs, AgCaSe₂, ZnSe, GaP, InP, ZnS, and mixtures thereof.

Suitable active materials also comprise magnetorheological (MR) compositions, such as MR elastomers, which are known as “smart” materials whose rheological properties can rapidly change upon application of a magnetic field. MR elastomers are suspensions of micrometer-sized, magnetically polarizable particles in a thermoset elastic polymer or rubber. The stiffness of the elastomer structure is accomplished by changing the shear and compression/tension moduli by varying the strength of the applied magnetic field. The MR elastomers typically develop structure when exposed to a magnetic field in as little as a few milliseconds. Discontinuing the exposure of the MR elastomers to the magnetic field reverses the process and the elastomer returns to its lower modulus state.

The airflow control device 10, illustrated in FIG. 1, may comprise one or more of the above noted active materials 16 applied as a coating, a layer, and/or sections such as strips to at least one surface 13, 14, and/or 15 of the body 12. In one embodiment, different active materials are applied to a surface 13, 14, 15, wherein the different active materials 16 are applied adjacent to one another. In another embodiment, the active material 16 may comprise a composite of different shape memory materials. In either embodiment, the active material 16 provides the airflow device 10 with a shape changing capability that can be actively-tuned to a particular application, as will be described in greater detail.

Coupled to and in operative communication with airflow device 10 is an activation device 18. The activation device 18 is in functional communication with the airflow device 10 and/or active material 16, which is operable to selectively provide an activation signal to the airflow control device 10 and change a feature of the airflow device 10 by changing at least one attribute of the active material 16. For example, in the case of an underflow airflow device, the active material 16 can retract or extend the airflow device 10 depending on the speed of the vehicle. The activation device 18, on demand, provides the activation signal or stimulus to the active material 16 of the airflow device 10 to cause the change in one or more feature of at least a portion of the device 10. In one embodiment, the change in feature generally remains for the duration of the applied activation signal. Upon discontinuation of the activation signal, the active material 16 generally reverts to an unpowered form and returns substantially to the original at least one attribute, thus reverting the airflow device 10 to the original feature and/or features. In another embodiment, the change in one or more attribute of the active material 16 and/or feature of at least a portion of the device 10 may remain upon discontinuing the activation signal. In this embodiment, the device 10 includes a means to maintain the change in active material 16, such as a latch, lock, stop and/or the like. Upon release of the means, the device 10 reverts back to the original at least one feature. The illustrated device 10 is exemplary only and is not intended to be limited to any particular shape, size, dimension or configuration, material, or the like.

In another embodiment, the airflow device 10 includes at least one sensor 26 in operative communication with the airflow control device 10 and/or the active material 16, wherein the sensor is adapted to transmit signals indicative of at least one vehicle condition. This embodiment may further comprise a controller 24 that is operatively connected to the sensor 26 and activation device 18, wherein the controller is programmed and configured to cause the activation device 18 to provide an activation signal to the active material 16 when the sensor 26 signals indicate a predetermined vehicle condition.

The present disclosure is not intended to be limited to any particular activation signal. The particular activation signal will depend on the sensitivity of the active material 16. As such, the activation signal may provide a thermal activation signal, magnetic activation signal, electrical activation signal, chemical activation signal, and/or other like activation signal or combination of activation signals.

As shown in FIGS. 2 a and 2 b, perspective views of an airflow control device designated as reference numeral 20, an airflow device 20 may comprise one or more surfaces 13, 14, 15 to control airflow. In one embodiment, the body 12 of the airflow device 20 may be comprised of a suitable active material 16. In another embodiment, the body 12 may comprise active material 16 or other suitable compositions, having one or more surfaces 13, 14, 15 comprising one or more active materials 16. The active materials 16 in this device 20 as shown in FIG. 2 a, may have a substantially straight shape at room temperature and, as show in FIG. 2 b, a curved shape (i.e. curvilinear shape) when heated above a temperature range that may be generally encountered during vehicle operation. In this view, the airflow device 20 may control airflow while maintaining sufficient ground clearance to avoid contact with and damage by road hazards and inclement weather residue. In this embodiment, the active material is preferably selected to be sensitive to thermal activation.

As shown, one of more wires 22 are embedded in the active material 16 of the device 20 to provide a thermal activation means in the form of resistive heating. In additional embodiments, controls such as controller 24 and/or sensor 26 may cause a current to flow through the embedded wires 22 at low driving speed causing the active material 16 to curve upward, assuming a trained higher temperature shape. This may result in a rise in the airflow control device 20 and in doing so increase vehicle ground clearance. Further, when driving above a predetermined speed, the controller 24 may discontinue the current and allow the airflow control device 20 to cool, thus straighten and deploy. In another embodiment, the change in feature may be reversed such that at higher vehicle speeds heating may be employed to achieve a high temperature shape, and current would be discontinued at lower vehicle speed to achieve a low temperature shape. In another embodiment, the change in one or more attribute of the active material 16 and/or feature of the device 10 may remain upon discontinuing the activation signal. In this embodiment, the device 10 includes a means to maintain the change in active material 16, such as a latch, lock, stop and/or the like. Upon release of the means to maintain the change in active material 16, the device 10 reverts back to the original at least one feature. In this manner, the device 20 may curve upward in response to the activation signal, maintain the upward curve until release of the means, where upon the device 20 will revert and straighten. Further, the airflow control device 20 that becomes deformed, such as during an impact, may be restored or healed to a desired shape by applying the appropriate temperature range. The selection of material comprising the body 12 and/or active material 16 will be determined by the desired application. Moreover, selection of the locking means is well within the skill of those in the art.

As shown in FIGS. 3 a and 3 b, perspective views of an airflow control device designated as reference numeral 30, is shown, having strips and/or sections of active material 16. In FIG. 3 a, the device 30 comprises strips and/or sections of active material 16 embedded on one or more surfaces 13, 14, 15, of the body 12. In an alternate view, shown in FIG. 3 b, the strips and/or sections of active material 16 are embedded within the body 12 of the device 30. In this embodiment, the body 12 comprises a flexible matrix material with strips of active material 16, preferably but not necessarily, embedded at regular intervals. The placement of the active material 16 is not limited to any particular configuration or pattern and will be determined by the desired application of the device 30. In one embodiment, as in strips of SMA, the active material 16 has a trained curved shape in the austenite phase, not shown in this view. At standing or low vehicle speeds, the active material 16 may be activated such as by resistance heating which may cause the active material 16 to curve and in doing so curl the airflow control device 30 up and out of the external airflow. The change in shape may be initiated by an activation signal transmitted by activation device 18, controller 24, and/or sensor 26.

With regard to SMAs, as a result of the change in phase, the stiffness in the austenite phase will be greater than the stiffness in the martensite phase. The number and size of the embedded active material strips may be chosen such that when in the austenite phase the embedded active material 16 causes the bulk of the airflow control device 30 to deform. However, when the active material 16 is in the martensite phase, the flexible material comprising the bulk of the airflow control device 30 is sufficiently stiff to return the device 30 to a straight, deployed configuration, and in doing so straightening the active material 16. At higher speeds, in excess of a predetermined vehicle speed, the current flow causing resistant heating may be stopped, causing the active material 16 to return to the martensite phase. In this manner, the airflow control device 30 reverts to a straightened deployed state. As previously discussed, the airflow control device 30 may be restored if deformed as a result of force, such as an impact, due to plastic deformation of the strips of active material 16 by heating the active material 16 to the austenite phase temperature. The other active materials noted above can be activated in a similar manner using a suitable activation signal particular to the selected active material as will be appreciated by those skilled in the art in view of this disclosure.

In an additional embodiment, shown in FIG. 4, a perspective view of an airflow control device 40 comprises active material 16 in the shape of helical springs positioned in functional operation to the body 12 of the airflow control device 40. In this embodiment, the active material 16 may be connected externally either directly or remotely to a surface 13, 14, 15 of the airflow control device 40. As shown in FIG. 4, a surface 13 of the body 12 is coupled with a tube 42 in such a fashion that the tube 42 is free to rotate about its axis. A spring mechanism 44 and the active material 16 are both coupled to the tube 42 in an opposing fashion such that their respective tensions balance each other. In this manner, the rotation of the tube 42 through external means may increase the tension in one while reducing tension in the other. At low vehicle speeds (i.e., less than a predetermined speed), tension in the spring mechanism 44 combined with reduced stiffness and greater length of an unheated active material 16 results in rotation of the airflow control device 40 out of the airflow. At higher speed (i.e., greater than the predetermined speed), the temperature of the active material 16 is raised through resistance heating to produce a phase change in the active material 16 from the martensite phase to the austenite phase. The wires comprised of active material 16 preferably exhibit up to about a 4 percent (%) reduction in length with an up to 3 times increase in stiffness properties. In this manner, the combined reduction in length and increase in stiffness properties can result in deployment of the airflow control device 40, e.g., such as rotation of the tube 42 and stretching of the counter-balancing spring mechanism 44. Upon discontinuation of the resistance heating, the active material 16 cools to the martensite phase and the stretched spring mechanism 44 can be used to return the airflow control device 40 to a stowed position. In another embodiment, the change in one or more attribute of the active material 16 and/or feature of the device 10 may remain upon discontinuing the activation signal. In this embodiment, the device 10 includes a means to maintain the change in active material 16, such as a latch, lock, stop and/or the like. Upon release of the means to maintain the change in active material 16, the device 10 reverts back to the original at least one feature. As previously discussed, the activation device 18, controller 24 and/or sensor 26 may function with each other and the airflow control device 40 to initiate the changes in at least one attribute of the active material 16.

In other embodiments as shown in FIGS. 5-7, airflow devices 50, 60, 70 are configured to provide rotation to change the cross sectional area of a diverter with respect to an incoming flow and operate in a manner similar to an aerilon or rudder operates on an airplane. In FIG. 5, the airflow controller 50 generally comprises a diverter 52 connected to tube (i.e., mandrel) 54, wherein the tube 54 is rotatably attached to an active material 16, which is shown in the form of a wire, e.g., a shape memory alloy. One end of the wire 16 is fixedly attached to the tube 54, and the other end is fixedly attached to a stationary and rigid support structure 56 within the vehicle. Passing a sufficient current or applying heat to the wire 16 causes a phase transformation such that movement of the diverter 52 is effected. Depending on the attachment configuration of the wire, the airflow controller 50 can be configured to provide different deflections in the unpowered and powered states. For example, activating the active material 16 can cause the diverter 52 to rotate from a down position (i.e., perpendicular to ground) to a recessed position (about parallel to ground). Alternatively, the diverter 52 can be in the recessed position in the unpowered state and in the down position in the powered state. An elastic spring, not shown, may be employed as a counterbalance in combination with the device 50 to return the flap to its original position. The counterbalance spring strength is preferably matched to fit the cross sectional area of the active material based wire 16, e.g., the stress required to twin the shape memory alloy material during cool down. Alternatively, one or more counter opposing springs or wires formed of an SMA can be used.

The geometry of diverter 52 must be designed such that the force given by the wire during transformation matches the spring force and any additional loads. Altering the diameter of the mandrel may control the moment/displacement relationship. For a smaller diameter mandrel, rotation displacement is maximized, and for increasing diameter, a greater moment will be generated at the cost of reduced rotation. As such, the amount of rotation is generally defined as a function of the overall wire length and the mandrel diameter. The form of this relationship is shown in FIG. 1. More sophisticated techniques can use non-circular shaped mandrels such as a cam, to permit a complicated relationship between the desired amounts of load and displacement. This technique may be used, for example, to approximate a constant force load using a standard linearly increasing torsion spring. This force tuning can advantageously introduce increased lifetime and consistency of actuation from the active material, among others.

Additional deformation may also be observed by replacing the linear type spring used to reset the shape memory alloy wire length after each actuation with a constant force spring. A constant force spring operates by unwinding a coiled sheet of spring material, producing a nearly constant force over a given working range. In shape memory alloys, pushing against a constant load allows increased deformation as opposed to pushing against a load that linearly increases with increased displacement. This has tremendous utility because the device can be produced much more compactly, and also reduces costs by requiring less shape memory alloy wire.

The frequency response is generally a function of the wire diameter and the transformation temperature of the wire material. For a given wire composition, geometrical heating effects occur due to the change in surface area to volume ratio of the wire as a function of diameter. Both heating and cooling of the shape memory alloy active material are affected by the surface to volume ratio, but cooling, is more important because the ambient temperature within which the shape memory alloy operates often cannot be altered or controlled. To mitigate ambient temperature issues, one useful technique is to increase the surface to volume ratio of the shape memory alloy active material, which changes the heating and cooling characteristics. If increased frequency response is desired, the form of shape memory alloy material can be modified to increase the surface to volume ratio. This may be accomplished by using several small diameter wires in parallel, or using a thin strip rather than a wire or the like. Conversely, the frequency response may be decreased by heating the material more slowly, and insulating the shape memory alloy such that thermal interaction with the environment is retarded. This may be useful to create an undulating flow pattern with the diverter using a minimum of applied power. As another option, the composition of the wire may be altered such that the transition temperatures of the wire are increased with respect to ambient temperatures. As cooling is proportional to the difference in ambient and system temperatures, a greater difference in temperature will permit more rapid cooling and thus improved device frequency response.

For example as shown in FIG. 6, the airflow control device 60 includes a torsional spring 62 formed of a suitable active material 16. The torsional spring is preferably disposed within an end of the mandrel 54. In this embodiment, the tube 54 is preferably hollow to accommodate the torsional spring 62. The torsional spring 62 may be helical or spiral shaped, activation of which causes bending stresses in the spring as opposed to shear stresses. As such, activation of the active material 16 causes the diverter 52 to rotate about an axis defined by mandrel 54.

In FIG. 7, the airflow device 66 includes a helical spring 68 formed of an active material to cause diverter rotation. The helical spring is attached to the diverter 52 to effect rotation about the axis provided by the mandrel 54. Alternatively, the helical spring 68 is attached off-axis to the mandrel 54.

In FIG. 8, the airflow device 70 includes a piston assembly 72 employing an active material, which is attached to the mandrel at one end and a stationary surface 56 at the other end. A piston 74 is slidably engaged with a body portion 76. One end of the piston 74 is fixedly attached off-axis to an end of the mandrel 54 whereas the other end of the piston 74 is attached to a coiled shape memory wire 78, which is disposed within and fixedly attached to an end of the body as shown. The body 76 is attached to a stationary surface 56 by means of a member 80 coupled to the body portion. A second piston assembly can be attached to the other end of the mandrel 54. A suitable piston assembly is commercially available from Raychem Corporation. A spring (not shown) may be provided to provide a counterbalance restoring force to the diverter 52.

In yet another embodiment as shown in FIG. 9, an airflow device employs a shape memory alloy torque tube actuator 92 to produce rotation of the diverter 52. In this embodiment, a thin walled tube 94 formed of a shape memory alloy is pre-twisted in the cold state (martensitic state). A diverter 52 is then attached to the free end of the tube actuator 92 and the other end fixed to the sub-structure 96. The tube actuator 92 is then heated to produce a phase change and recover the twist deformation. Heating may be accomplished either via attached heating elements, or by flowing a liquid through the tube 94. In the latter case, the liquid may be used to control the rotation of the diverter 52 based on the temperature of the fluid. If the liquid temperature reaches a critical value, the tube 94 will transform, and rotate the diverter 52, thereby changing the flow conditions through the tube. After the diverter 52 has caused a change in the cooling conditions, the cooling liquid will reduce in temperature, and the tube 94 will transform back such that the diverter 52 is returned to its original position. This concept may be employed to use the fluid as a feedback mechanism to passively regulate the temperature of cooled using airflow from a diverter 52. This approach is advantageous in that is does not require additional control systems and therefore reduces weight and system complexity. Fluid also passes through a radiator and/or an engine, brake, or drive train cooling line.

In this case, the fluid-controlled actuator 92 dynamically adjusts the amount of airflow that reaches the automotive part to be cooled. For instance, when the temperature of the coolant rises above the temperature needed to activate the tube actuator 94, the diverter 52 will move into place and increase the cooling to the particular automotive part. After the diverter 52 has caused a change in the cooling conditions, the cooling liquid will reduce in temperature, and the tube 94 will transform back such that the diverter can be returned to the original position. The inherent hysteresis in the shape memory alloy material ensures that there is a built-in control response that may be desirable in many circumstances. Hence, this embodiment may be employed to use the fluid as a feedback mechanism to passively regulate the temperature of the cooled part using airflow from a diverter. This approach is advantageous in that is does not require additional control systems, thereby reducing weight and system complexity. It should be noted that a spring element is preferably utilized to return the torque tube actuator back to its original pre-twisted configuration. If additional actuation signals other than working fluid temperature, other heating mechanisms may be used to transform the shape memory component including embedded heaters an the like. Additionally, other configurations of shape memory alloy material may be utilized, including but not limited to twisted strips, bars, wires, and the like. However, in order to take advantage of the fluid temperature based displacement control, these elements are configured to be immersed in the working fluid, and the design geometry will necessarily take this issue into account as will be apparent to those skilled in the art in view of this disclosure.

Another embodiment of a rotational diverter shown in FIG. 10, an airflow control device 100 can be configured to employ an impinging flow field and provide an assist mechanism for flap deployment. One or more tabs 102 formed of the active material 16 are pivotably and actively attached at about a distal end of the flap (shown generally at 104), which actively positions a portion of the flap 104 into the incoming airflow stream. That is, activation of the tab 102 causes the tab 102 to push the flap 104 away from a rigid support structure 106. The airflow stream as generally shown by arrow 108 then impinges on a surface of the flap 104 with a force effective to increase the downward deployment of the flap 104. A counterbalance spring (not shown) can be employed to return the flap 104 to its original position and may be designed such that the flap 104 will return to the original position at a specified fluid stream velocity. The active material component 16 may consist of many different materials. For example, the tabs 102 can be constructed from a variety of smart materials such as, but not intended to be limited to, a piezoelectric bimorph, a SMA strip trained to a curved shape at high temperature, or an electroactive polymer bimorph such as an ionic metal polymer composite (IMPC) since the amount of displacement required is an amount effective to cause air flow impingement on the flap 104. Each of these options can produce a desired amount of deflection necessary to push the flap 104 into the airflow field 108 and begin the deployment. A return spring 110 is operative communication with the flap to provide a means for restoring the flap to its original position, i.e., tab 102 positioned out of the impinging airflow.

The airflow control devices and methods of the present disclosure are able to selectively adjust features such as shape, dimension, stiffness, location, combinations thereof, and the like by changing the at least one attribute of active material 16 to match the needs of different driving conditions. Changes in at least one attribute of active material 16 include shape, dimension, stiffness, combinations thereof and the like. Utilizing active materials 16 to affect these changes provide devices of increased simplicity and robustness, while reducing the number of failure modes, device volume and energy requirements for activation due to higher energy densities.

Another embodiment of an air flow diverter 110 is shown in FIG. 11. The air flow diverter comprises a piezoelectric ultrasonic motor 112 is connected to a mandrel 114 to which a rotatable flap 116 is attached thereto such that activation of the ultrasonic motor causes a rotation of the airflow diverter to various angles. As the ultrasonic motor 112 can be driven forward and backward, no additional spring mechanism is employed to provide a return force. In addition, due to the frictional nature of the piezoelectric motor, a latching mechanism is not required to maintain various flap positions. Operation proceeds by applying a control signal to the motor and rotating the rigid flap around the mandrel 114. Suitable ultrasonic piezoelectric ultrasonic motors are commercially available. The motors generally comprise a piezoelectric oscillator made from a rectangular piezoelectric plate upon which are mounted one, two or more frictional elements. Due to electrical excitation of the actuator, each friction tip installed on it moves along an elliptical trajectory, transmitting pushing forces to a friction bar on the moving portion of the translation stage. The pushing force exerted by the actuator comes basically from the energy of the longitudinal wave. The bending wave energy in the actuator is used basically for switching the longitudinal motion at regular intervals by pressing the frictional elements against the frictional trunk. The bending wave force regulates the maximal available frictional force between friction tip or tips and the frictional trunk on the moved element.

Unless otherwise indicated, all numbers expressing quantities of ingredients, properties such as molecular weight, reaction conditions, and so forth used in the specification and claims are to be understood as being modified in all instances by the term “about”. Accordingly, unless indicated to the contrary, the numerical parameters set forth in the following specification and attached claims are approximations that may vary depending upon the desired properties sought to be obtained by the present disclosure. At the very least, and not as an attempt to limit the application of the doctrine of equivalents to the scope of the claims, each numerical parameter should at least be construed in light of the number of reported significant digits and by applying ordinary rounding techniques.

While the invention has been described with reference to an exemplary embodiment, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to a particular embodiment disclosed as the best mode contemplated for carrying out this invention, but that the invention will include all embodiments falling within the scope of the appended claims. 

1. An air deflector for a vehicle, comprising: a diverter fixedly attached to the mandrel and positioned in an airflow, wherein the mandrel is rotatably mounted to a stationary surface; and an active material in operative communication with the mandrel, the active material being operative to change at least one attribute in response to an activation signal, wherein an airflow across the diverter changes with the change in the at least one attribute of the active material.
 2. The air deflector of claim 1, wherein the active material comprises a shape memory alloy, a shape memory polymer, an electroactive polymer, a mnagnetorheological elastomer, a piezoelectric material or combinations comprising at least one of the foregoing materials.
 3. The air deflector of claim 1, wherein the active material comprises a wire formed of a shape memory alloy, wherein one end of the wire is fixedly attached to a stationary surface and the other end of the wire is fixedly attached to the mandrel at a location effective to cause rotation of the mandrel upon activation of the shape memory alloy.
 4. The air deflector of claim 1, wherein the active material comprises a torsional spring formed of a shape memory alloy and disposed within an end of the mandrel, wherein one end of the torsional spring is fixedly attached to a stationary surface and the other end of the wire is fixedly attached to the mandrel at a location effective to cause rotation of the mandrel upon activation of the shape memory alloy.
 5. The air deflector of claim 1, wherein the active material comprises a spring formed of a shape memory alloy, wherein one end of the spring is fixedly attached to a stationary surface and the other end of the wire is fixedly attached to the mandrel or the diverter at a location effective change a position of the diverter upon activation of the shape memory alloy.
 6. The air deflector of claim 1, wherein the activation signal comprises a thermal activation signal, a magnetic activation signal, an electrical activation signal, chemical activation signal or a combination comprising at least one of the foregoing signals.
 7. The air deflector of claim 1, further comprising an activation device adapted to provide an activation signal to the air deflector.
 8. The air deflector of claim 1 further comprising at least one sensor and a controller in operative communication with the active material.
 9. The air deflector of claim 1, wherein the air deflector comprises a vehicle air dam; a fender flare; a side skirt crib; a cab; rear and tailgate spoilers; louvers for controlling airflow through radiator, other heat exchangers, the engine compartment, over the drive train and transmission; and air and wind deflectors for roof top, sunroof and vent windows.
 10. The air deflector of claim 1, wherein the activation signal is triggered by a predetermined speed of the vehicle, wherein the active material changes at least one attribute when a speed of the vehicle exceeds the predetermined speed, and wherein the active material returns to an original state of the at least one attribute when the speed of the vehicle is below the predetermined speed.
 11. The air deflector of claim 1, wherein the vehicle comprises an automobile, an over the highway tractor, a boat, a motorcycle, an airplane, or a bobsled.
 12. The air deflector of claim 1, wherein the active material comprises a torque tube formed of a shape memory alloy that is pre-twisted in the cold state, wherein the torque tube is in operative communication with the diverter and the mandrel to effect rotation of the diverter upon activation of the shape memory alloy.
 13. The air deflector of claim 14, wherein the torque tube is in fluid communication with a fluid.
 14. The air deflector of claim 15, wherein the fluid is an automotive coolant.
 15. An air deflector for a vehicle, comprising: a stationary body; a flap pivotably attached to the stationary body; a tab pivotably attached to the flap comprising a free end that is adapted to lockingly fit with a recessed portion of a second body, wherein the tab is formed of an active material operative to change at least one attribute in response to an activation signal, wherein a position of the flap changes with the change in the at least one attribute of the active material; and a counterbalance spring in operative communication with the flap to maintain the flap in the recessed portion of the second body until the change in at least one attribute of the active material.
 16. An air deflector for a vehicle, comprising: a diverter fixedly attached to a mandrel and positioned in an airflow, wherein the mandrel is rotatably mounted to a piezoelectric ultrasonic motor; and an activation device in electrical communication with the piezoelectric motor. 